Automatic emergency flagging-machine.



L. L. BROWN. AUTOMATIC EMERGENCY FLAGGING MACHINE.

APPLICATION FILED SEPT. 14, 1912.

1,093,824. Patented Apr.21, 191 1.

3 SHEETS-SHEET 1.

1N VE N T 018 Brown.

COLUMBIA PLANOGRAPH c0., WASHINGTON, D. c.

L. L. BROWN.

AUTOMATIC EMERGENCY FLAGGING MACHINE.

APPLICATION FILED SEPT. 14, 1912.

Patented Apr. 21, 1914.

3 SHEETS-SHEET 2.

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29 WITNESSES Q7 r L. L. BROWN.

AUTOMATIC EMERGENCY FLAGGING MACHINE.

APPLICATION FILED $EPT.14, 1912.

1,093,824. Patented A r.j21, 191 1 3 SHEETS-SHEET 3.

WITNESSES E INVENTOR '&-n LODOL1"(1 L. Brown UNITED STATES PATENTOFFICE.

LEONARD L. BROWN, OF CLIFTON FORGE, VIRGINIA, ASSIGNOR OF ONE"I"IAIIF"TOJOHN W. BEAR, OF CLIFTON FORGE, VIRGINIA.

AUTOMATIC EMERGENCY FLAGGING-MACHINE.

i,oas,s24.

To all whom it may concern:

Be it known that I, LEONARD L. BROWN, a citizen of the United States ofAmerica, residing at Clifton Forge, in the county of Alleghany and Stateof Virginia, have invented certain new and useful Improvements inAutomatic Emergency Flagging-Machines, of which the following is aspecification, reference being had therein to the accompanying drawing.

This invention relates to automatic stopping devices to be applied to arailroad rail, whereby the brakes of a train will be automaticallyoperated in case the engineer should not notice the signal of a flagman.

The present invention is especially adapted to be carried by a flagmanwhen he is sent back to warn an approaching train, and is adapted to beapplied to the rail of a track in such a manner as to be picked up fromthe rail as soon as an instrument carried by the pilot of a locomotiveshould strike the signaling device.

The object of this invention is, therefore,

to produce a simple and efiicient mechanism which will automaticallythrow the brakes of a train, providing the engineer should disregard thesignal of the brakeman, or should it be impossible for him, owing to thecondition of the weather, to distinguish the signal of the brakeman.

Other objects and advantages of the pres ent invention will appearthroughout the following specification and claims.

In the drawings: Figure 1 is top plan view of the device as applied to aportion of the rail and to the pilot of a locomotive. Fig. 2 is a sideelevation of the device as illustrated in Fig. 1. Fig. 3 is a detailperspective of the receiving apparatus carried by the pilot of thelocomotive. Fig. 4 is a detail perspective of the track instrumentadapted to be attached to the rails of a track. Fig. 5 is a fragmentarysectional view of a portion of the receiving apparatus and the trackinstrument, showing the manner in which the track instrument is grippedby the receiving apparatus after the forward head has been driven intothe receiving apparatus. Fig. 6 is a fragmentary sectional view of therear end of the track instrument, showing the manner of connecting theframe to the base of the instrument. Fig. 7 is a fragmentary sectionalview of one end of the framework of the receiving instrument, showingthe Specification of Letters Patent.

Application filed September 14, 1912.

Patented Apr. 21, 1914.

Serial No. 720,376.

manner in which the sliding doors travel over the side of the framework.Fig. 8 is a section taken on line 8-8, Fig. 5. Fig. 9 is a detailperspective of the base of the track instrument, showing theconstruction of the device which is adapted to hold the track instrumentin engagement with the rail.

By referring to the drawings, it will be.

seen that the present device comprises a receiving apparatus and a trackinstrument or apparatus. The receiving apparatus is carried by the pilotof the locomotive and comprises a framework 1 having anupwardlyextending arm 2, which arm is connected to a depending bracket 3carried by the pilot 4 of the locomotive. Bolts 5 pass through thebracket 3 and through the apertures 6 formed in the arm 2 for rigidlysupporting the receiving apparatus in an operative position. The.receiving apparatus projects through one side of the pilot asillustrated clearly in Figs. 1 and 2, and the outer face of thereceiving apparatus slants at an angle to the side of the pilot so as topresent the least possible resistance to any objects which the pilotmight pick up while the locomotive is traveling. Owing to the angle atwhich the receiving apparatus extends, it will be seen that if the pilotshould strike any foreign object the object would glance off of the sideof the receiving apparatus without affecting the brakes of thelocomotive, owing to the fact that the mechanism for operating thebrakes of the locomotive is shielded behind the receiving apparatus.

The framework 1 is provided at its front end with a pair of divergingfingers 7, which lingers terminate in upwardly-extending parallel arms8. These arms are connected at their lower ends by means of atransversely-extending truss member 9, and at their upper ends by meansof a transverselyextending truss member 10, which truss members 9 and 10rigidly brace the arms 8 together.

The receiving apparatus or mechanism comprises a pair of receiving jaws11, the lower jaw of which is fixedly secured to the parallel arms 8 byhaving its side edges straddling the side members and secured to theparallel arms of the side members by means of rivets 12, as clearlyillustrated in Fig. 8. The upper aw is formed similarly to the lowerjaw, and has its side edges formed to constitute substantially U-shapededges for overhanging the parallel arms 8, thereby constitutlng asubstantially tongueand-groove omt. The upper aw 11 1s freely slidableupon the parallel arms 8 so as to yield upwardly when thetrackinstrument strikes the jaws 11. Both of the jaws 11 are so formed'intheir center as to produce a pocket constituting an aperture 13, havinggradual, inwardly sloping walls 14 for directing the head of the trackinstrument toward the aperture 13 in case the head should not strikeexactly the center of the aperture 13. The upper jaw 11 carries a pairof upwardly-extending spring-engaging frames 15 which have their lowerends fixedly secured to the upper jaw as indicated at 16. The upper endsof the spring-engaging frames 15 are bent so as to produce overhangingends 17 for engaging the coil springs 18, which coil springs areconnected at their lower ends to laterallyeextending integral arms 19carried by the parallel arms 8 of the framework 1. These spring-engagingframes 15 are so formed as to have free vertical sliding movement uponthe parallel arms 8 so as to allow the upper jaw 11 of the receivingapparatus to move freely upward so as to admit the head of the trackreceiving instrument hereinafter described.

lVhen applying the present device to a locomotive, a branch pipe 20 isconnected to the main pipe line 21 which is connected with the air brakemechanism, and this branch pipe 20 is provided with a valve 22 havingaprojecting arm 23, which arm is adapted to open and close the valve 22when the arm 23 is swung. The arm 23 is provided with a projecting end24, which projecting end 24L is adapted to be engaged by the upper end25 of the valve-throwing finger This valve-throwing finger 26 isconnected to an angle bracket 27 carried by the upper jaw 11 by means ofa connecting joint 28. It will be seen that as the track instrumentillustrated in Figs. 2 and 4, and hereinafter described, enters theaperture 13, the upper jaw 11 will move upwardly and carry thevalve-throwing finger 26 upwardly, thereby raising the arm 23 andcansing the valve 22 to operate, thereby applying the air brakes andaccomplishing the desired result by bringing the locomotive or train toa stop.

As previously stated, a track instrument as illustrated in Fig. 4 isemployed in connection with the receiving apparatus above described, andthis trackinstrument comprises a base section 29,.which section 29 issubstantially U-shaped in cross section so as to overhang the tread of arail. The base 29 is provided, at its rear end, with a raised rib 30, inwhich rib 30 is formed a plurality of notches 31 for facilitating theadjustment of the track instrument at different angles for the purposeof striking the receiving apparatus carried by the locomotive at thedesired point, especially when the track instrument is set on a curve.The base 29 is also provided with a forwardly-projecting tongue 32 whichlies flat upon the upper face of the tread of a rail, and intermediatethe ends of the base 29 is formed a pair of oppositely-extending anglearms 33. ire gripping triggers 34: are pivotally secured to the outerends of these arms 33 as indicated at 35, and these triggers 3st (011]-prise upwardly-extending arms 36, which ilpwardly-extending arms 30 fitin the bi 't'urcated laterally extending feet 37 of the framework 38 ofthe track instrument. The trigger arms 34: are also provided withinwardly projecting fingers 39, which fingers are adapted to engage theedges of the fish plates 41.0 of the rails 41-1, so as to hold the trackinstrument in a set position upon the rail and prevent the longitudinalmovement of the instrument relative to the rail.

The frame 38 of the track instrument comprises a pair of parallel arms12, and by having its laterally-extending bifurcated feet 37 engagingthe upwardly-extending fingers 36 of the trigger arms 31-, it will beseen that the frame 38 will be firmly held in engagement with the rail.

A releasing arm 43 is pivotally secured at its rear end between the sidearms 42 of the frame 38, as indicated at 21 1, and this releasing arm 43is provided with a downwardly extending, rcarwardly projecting arm 45which arm terminates in a rearwardly-extending tongue 46, and thisrearwardly-extending tongue 46 is pivotally connected to the base 29 bymeans of a swiveled screw 47 so as to allow the device to be swung andmoved slightly upwardly in order to release the track instrument fromthe rail. A spring trigger 48 is secured to the rearwardly-projectingtongue -16, and this spring trigger 18 is provided with an enlargeddepending finger 19 which finger is adapted to fit in one of the notches31, so as to hold the track instrument at the desired angle relative tothe approaching train. it will be seen that owing to the notches 31, thetrack instrument may be either set to extend exactly parallel with therail 411, or may be set to extend at an angle to either side of the railto accommodate the receiving apparatus which is carried by thelocomotive.

The framework 38 carries at its upper end a link arm 50, which link armis pivotally secured. to the frame and carries at its outer end adepending link arm 51, which link arm 51 is pivotally connected to theforward end of the link arm 50. This arm 51 constitutes a guide for therel easing arm 43, as the releasing arm 43 passes through an aperture 52formed in the arm 51. The releasing arm 13 carries a collar 53, which isfixedly secured to the arm by means of an adjustable screw 54, and acoil spring 55 of the desired strength is interposed between the collar53 and the arm 51 so as to exert an outward pressure upon the arm 51. Adetachable head 55 is connected to the forward end of the releasing arm43 by means of a bolt 56, and this head 55 is preferably formed of anarrow-shape tapered toward its forward end, as illustrated in Fig. 4.The outer end of the releasing arm a3 is squared so as to engage thehead and pre vent the head from rotating relative to the arm 43.

Tie operation of the device is as follows: The iiagman, who retires tothe rear of a train which is delayed for some reason, carries the trackinstrument, as illustrated in Fig. I, and as soon as he reaches thedesired distance from the rear of his t am, the flagman at once attachesthe track instrument to a rail near a oint with the ends of arms 39engaging the ends of a rail connection, so as to have the instrumentpicked up by an approaching locomotive, providing his signals should bedisregarded. After the instrument has been placed in engagement with therail as above set forth, the instrument will then be in position tocooperate with the receiving mechanism carried by the pilot of thelocomotive to at once operate the brakes and prevent the locomotive fromrunning by the signal. As soon as the head enters the receivingapparatus by separating the jaws 11, the arm 51 will of course yieldrearwardly to the position as shown in dotted lines in Fig. l, andnaturally swing the frame 88 also to the position as shown in dottedlines, thereby kicking the trigger arms 34L out of engagement with thefish plates and entirely unlocking the track instrument from the rail.The jaws 11 of the receiving apparatus will then at once close over therear end of the head 55 and the track instrument will be picked up bythe receiving apparatus and will not become injured. At the same time,the valve 22- will have been operated as previously described, therebyapplying the air brakes and bringing the locomotive or train to a stop.

From the foregoing description, it will be seen that by use of thepresent device a train will be prevented from running past the signalsof a fiagman, even though the condition of the weather should be such asto make seeing of the fiagman by the en ginrer impossible. It willfurther be seen that, owing to the simple and eflicient construction ofthe device as set forth, the cost of the manufacture of the article willbe reduced to the minimum, and also that, owing to the fact that thetrack instrument will be picked up by the locomotive, no damage whateverwill be done to either the 111- strunient or the receiving device,thereby making it possible to use the device any number of times. Itshould also be further obvious that owing to the manner of constructingthe present device, all of the parts will act immediately, and withoutany hesitancy so as to cause the eflicient operation of the mechanism.Of course, it should be understood that the receiving apparatus is soformed as to accommodate the swing of the engine as the same istraveling at high speed, so as to allow the head 55 of the trackinstrument to engage the jaws 11 at any time so as to operate thedevice.

What I claim as my invention is:

1. In a device of the class described, the combination with a receivingmechanism carried by a train comprising a framework having yieldablejaws, of a track instrument detachably secured to a rail and saidyieldable jaws adapted to engage said track instrument for lifting saidtrack instrument from a rail.

2. In a device of the class described, the combination with a supportcarried by a train, of a framework carried thereby, a pinrality of jawscarried by said framework normally held in a closed position, one ofsaid jaws being slidably mounted upon said framework and adapted to moveupwardly, spring means engaging said lastnamed jaw and said frameworkfor normally holding the jaw in a closed position, an air brakecontrolling valve positioned in the rear of said jaws, a controlling armcarried by said valve, a projecting arm carried by said slidably-mountedjaw and adapted to engage said arm carried by said valve for operatingthe same and causing said air brakes to be operated when saidslidably-mounted jaw is moved upwardly, and means adapted to be carriedby a rail for engaging said aws for operating said slidably-mounted jaw,and said jaws adapted to grip said means carried by said rail forpicking said lastmentioned means up.

8. In a device of the class described, the combination with a supportcarried by a car, of a framework carried by said support, said frameworkcomprising a pair of divergentlyextending arms terminating in upwardly-,extending parallel arms, means for securing said upwardly extendingarms together, a pair of jaws positioned between said upwardly extendingarms, means for holding one of said jaws in a set position relative tosaid upwardly extending arms, a pair of spring-engaging arms carried bythe other jaw, said other jaw slidably mounted between said parallelarms, spring means engaging said spring-engaging arms and said frameworkfor holding said jaws together, said jaws provided with means fordirecting an object toward the center thereof, a track instrumentadapted to be carried by a rail for engaging said jaws and spreadingsaid jaws apart, and brake-throwing mechanism cooperating with saidslidably-mounted jaw for operating the brakes as said jaw is slid uponsaid parallel arms.

a. In a device of the class described, the combination with a supportcarried by a t ain, of a framework carried by said sup port, a pair oftrack instrument gripping jaws carried by said framework, one of saidjaws being slidably mounted upon said framework, said aws provided withnotches formed intermediate their side edges having sloping sides, atrack instrument adapted to be carried by a rail adapted to engage saidnotches for spreading said jaws apart, and brake operating meanscooperating with said slidably-mounted jaw for throwing the .brakes of atrain.

5. In a device of the class described the combination with brakeoperating mechanism carried by a train, of a track instrument comprisinga base adapted to be re movably attached to a rail, a frame resting uponsaid base, a releasing arm pivotally connected to the base and capableof swinging upwardly, triggers carried by the base and engaging theframe and a rail to hold the base to the rail, a link connected to theframe, a depending arm carried by the link and through which thereleasing arm extends, and ahead carried by the releasing arm forengaging and operating the brake mechanism and to cause said brakemechanism to actuate the frame to release the triggers from the rail.

6. A track instrument comprising a base, a framework resting upon saidb; so, a releasing arm pivotally secured to said framework provided witha depending rearwardly-extending arm pivotally secured to said base andcapable of swinging upwardly, a link straddling said releasing arm andengaging the upper end of said frame for causing said frame to swingbackwardly relative to said releasing arm, and trigger means forengaging the lower end of said framework and adapted to engage a railfor normally holding said track instrument in engagement with a rail.

7 A track instrument comprising a base adapted to fit over a rail, aframe carried by said base provided with laterally-extending bifurcatedfeet, depending angle arms carried by said base, a releasing arm carriedby said base and capable of having vertical movement, triggers carriedby said depending angle arms and engaging said hifurcated feet of saidframe, and provided with inwardly-extending fingers adapted to engage arail for holding said track instrument against longitudinal movementrelative to said rail, a link carried by said frame and slidably mountedover said releasing arm whereby said frame will be swung upon saidreleasing arm for kicking said triggers out of engagement with saidrail.

8. A track instrument of the class described, comprising a base, saidbase provided with a plurality of depending angle arms, triggers carriedby said angle arms and provided with inwardly projecting fingers adaptedto engage a support, upwardly extending fingers carried by saidtriggers, a releasing arm secured to said base, and cooperating withsaid upwardly extending fingers, said base provided with a plurality ofnotches at its rear end, said releasing arm adapted to engage one ofsaid notches for holding the same in adjusted position relative to thelongitudinal axis of said base, and a yieldable buffer carried by saidreleasing arm.

9. A track instrument of the class described, comprising a base, meansfor seeuring said base to a rail, a releasing arm capable of swingingvertically, a frame carried by the base and pivotally supporting saidreleasing arm, a link member connected to the upper end of said fran'le,a depending arm pivotally connected to the outer end of said linkmember, a spring fixedly secured to said releasing arm and exerting anoutward pressure upon said depending arm and constituting a yieldablesupport therefor, an arrow-shaped head carried by the forward end ofsaid role; sing arm, and means carried by the rear end of said base andengaging said releasing arm for holding the same in an adjusted positionrelative to the longitudinal axis of said base.

In testimony whereof I hereunto aflix my signature in presence of twowitnesses.

LEONARD L. BROlVN.

Witnesses B. C. GoonwIN, V. F. PownLn.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, D. G.

